Car underframe and coupler



Sept. 23, 1941. w. w. HEIM BERGE R ET AL 2,256,774

CAR UNDERFRAME AND COUPLER Filed April 21, 1959 5 Sheets-Sheet l swam tow W Zer ger,

Sept. 23, 1941. w. w. HEIIMBERGER IHIT AL ,7

CAR UNDERFRAME AND COUPLER Filed April 21, 1939 3 Sheets-Sheet 2 gwue/wbom W Z flea??? eryer,

12612 Z00 l fe,

P 1941- w. w. HElMBERG ER ET )u. 2,256,774

CAR UNDERFRAME AND COUPLER Filed April 21, 1939 3 Sheets-Sheet 3 grvuv/Mbw 0772587367;

"wyw. W

Patented Sept. 23, 1941 CAR UNDERFRAME AND COUPLER William W. Heimbergcr, Upper Arlington, and Harry H. Wolfe, Groveport, Ohio, assignors to The Buckeye Steel Castings Company,

Columbus, Ohio Application April 21, 1939, Serial No. 269,270

2 Claims.

This invention relates to a novel car underframe with integral or rigidly united coupler heads adapted for use with charging cars, ingot cars, mine cars, industrial cars and other types of cars used for freight haulage.

The usual practice at this time is to use link and pin couplings for connecting the cars. These require bufier blocks slotted to take links, and provided with vertical holes into which the coupler pin may be dropped. When coupling, the link must be held in position as the cars approach each other, and the pin dropped as the link enters the bufling block. These operations must be performed manually, hence the operator must be between the cars as the coupling is made.

Automatic couplers have been used to some extent in this type of service, but due to the length of the coupler required to incorporate the necessary shank to allow for horizontal angling, and the head to provide the automatic coupling features, the overall length of the cars from coupling line to coupling line are considerably increased, thus reducing the number of cars that can be used in a given space, such as charging and pouring platforms, sidings, tipples, scales, etc. The present methods of applying automatic couplers also increase the tare weight of the car considerably.

By making the coupler head integral with the car underframe, the overall length of the car can be reduced over that of the link and pin type of coupling. Further, the tare weight of the car can be reduced, and couplings can be made without the operator going between the cars.

Another object of the invention is to provide for increased gathering range as the couplers cannot be centered manually as is the case with pivoted couplers. This feature of our invention also eliminates the necessity of manually centering a coupler which involves the danger of the operator going between cars.

A further object of the invention is to provide for sufiicient angling without reducing the strength of the knuckle at its critical section near the pivot pin.

With the foregoing objects outlined and with other objects in view which will appear as the description proceeds, the invention consists in the novel features hereinafter described in detail, illustrated in the accompanying drawings, and more particularly pointed out in the appended claims.

In the drawings:

Fig. 1 is a top plan view of the adjacent ends of a pair of cars equipped with our improved coupling means. In this View it is assumed that the left hand car is on a tangent (straight track), and the right hand car on a maximum curve.

Fig. 2 is a side elevation of an end portion of one of the cars.

Fig. 3 is a fragmentary end elevation of such car. 1

Fig. 4 is a fragmentary plan view of the couplers of two cars in coupled position and with both cars on a straight track.

Fig. 5 is a similar view but with both cars on a curved track.

Fig. 6 is a like view showing the left hand car on a straight track and the right hand car on a curved track.

Referring to the drawings, 1 designates a car underframe having a coupler head 8 cast therewith or rigidly united with the underframe.

Each coupler head is provided with a swinging knuckle 9 pivoted on a vertical pin 10 carried by the coupler head. The knuckle is held'in position by a vertically movable lock block H which may be of the conventional construction now employed with knuckle type couplers. The linkage l2 (Fig. 2), employed in operating the lock block from the bottom of the coupler head, is actuated by a rod l3 which has its inner end connected to the linkage. A medial portion of the rod is journaled at I4 in the underirame, and the outer end portion of the rod terminates in a handle l5 which normally lies in a vertical pendent position to hold the knuckle lock block in locked position. In such position, the handle I5 engages an abutment plate l6 that is secured to one side of the underframe and limits the clockwise movement of the handle. When the handle is moved in a counterclockwise direction, it will cause unlocking of the coupler and throwing of the knuckle, by a knuckle thrower (not shown), which may also be of conventional construction.

From the foregoing it will be understood that the coupler head may be of any of the common types of automatic couplers as used on freight cars, and include a swinging knuckle 9, a knuckle pin ID, a vertically movable lock II, a knuckle thrower (not shown), means for preventing the look from jumping (not shown), and means for operating the coupler from the side of the car. However, in accordance with the invention, the contour of the coupler must be such as to allow lateral movement between the ends of the cars for negotiating cross-overs and go from a tangent on to a curve, and to allow sufiicient angling in the contour to negotiate curves. Heretofore,

the contours of couplers have been designed to allow only for vertical and horizontal angling, and all side movement of one end of a car with reference to the coupled end of another car has been, accomplished by having the 'coupler head cast with an integral shank which is pivoted or keyed to the car structure.

In reference to the coupler head of the present invention, it will be observed that the knuckle 9' is elongated as compared to conventional knuckles, but that it is about half the length of the pocket I1 that is formed in the stationary face of the coupler head,'and which is designed to receive the knuckle of the adjacent car. The heel l8 of the knuckl is preferably not reduced to provide for horizontal angling, the clearance being provided by recessing the face of the pocket I! as indicated at [9.

A guard arm 20 is arranged at the end of the pocket I! opposite that Where the knuckle is pivoted, and it isso-located as to accommodate the desired amount of side slip between two coupler contours (th portion of' the fitted coupler between points AA) Fig. 4, and also prevent sufiicient side slip to allow the knuckles to separate. 1

Line :v-a: is the normal coupling line, and in the usual contour, points y--y of the two knuckles coincide. In the present invention, when both cars are on straight track, the points y-y are spaced a sulficient distance to allow for the necessary side movement when one car is forced to be at an angle relatively to an adjacent one, The distance B between the nose of one knuckle and the hub of the adjacent knuckle is also considerably increased over the usual contour, so as to allow slippage in a direction to reduce the B dimension. These clearances are obtained without affecting the proper operation of the coupler,

and in such a way that the gathering range is increased to provide the proper coupling of two cars without centering the cars or couplers. This is accomplished by increasing the width of the knuckle contour from point Z to point Z, and

' increasing the length of the knuckle.

In Fig. 5 it will be noted that the nose of one knuckle contacts the opposite pulling face of the other knuckle, and clearance is provided between the knuckle heel N3 of one coupler head and the recess IT in the pocket of the other head. By keeping the lock ll well toward the pivot pin [0 side of the head, the recess l9 may be shaped to suit any conditions encountered. Thus, the angle between the cars can be varied within reasonable limits and proper coupling obtained.

From the foregoing it is believed that the construction, operation and advantages of the invention may be readily understood by those skilled in the art, and we are awar that changes may be made in the details disclosed, without departing fromthe spirit of the invention as expressed in the claims.

What is claimed and desired to be secured by Letters Patent is:

1. In a structure of the character described, a car underframe provided at the medial portion of on end thereof with integral spaced projections, one of said projections forming a coupler guard arm and the other a knuckle pivot pin lug, a pocket at the middle of the end of the underframe positioned between said projections, and a knuckle pivotally supported by said lug and hav ing a nose extending toward said guard arm.

7 2. Adjacent car underframes each having integral spaced projections at the medial portion of the end thereof forming a coupler guard and knuckle pivot pin lug with a pocket in between, each of said underframes being provided with a'cavity adjacent to its pivot pin lug, knuckles pivotally mounted on said lugs and having tails extending into said cavities, each knuckle iii-- eluding an elongated nose extending into and partially occupying the pocket of the underframe to which the-knuckle is attached, said knuckles being interlocked with one another but slidable laterally relative to one another, and lock blocks housedin said cavities and cooperating with the knuckles for holding them in interlocked engagement.

' WILLIAM W. HEIMBERGER.

HARRY H, WOLFE. 

